Una-rail system



8 Sheets-Sheet l ver/'for Han/ M0 nfgomery.

UNA-RAIL SYS TEM.

F. L. MONTGOMERY original Filed Feb. 9, 1921 June 3o, 1925.

m I l l 1 Il lInnxiununnuunnhwhnnnnnun June 30, 1925.

rF. L. MONTGOMERY 'UNA-RAIL SYSTEM Original Filed Feb. 9, 1921 8 .Sheets-Sheet 2 V K 751/6/7201 Han/ L. Momyomery,

,June 30, 1925. 1,544,263

F. L, MONTGOMERY UNA-RAIL SYS TEM Original Filed Feb. 9, 1921 8 Sheets-Sheet 5 7179 5 75l/enforv Har/K L/Vlonyomery.

June 30, 1925.

VF. L. MONTGOMERY UNA-RAIL SYSTEM original Filed Feb'. Q, 1921 s sheets-sheet 4 June 30, 'l 9125.

F. L. MONTGOMERY UNA-RAIL SYSTEM Original Filed Feb. 9, 1921 8 Sheets-Sheet 5 June 30, 1925. j 1,544,263

. F. L. MQNTGOMERY UNA-RAIL SYSTEM Orginal Filed Feb. 9, 1921 8 Sheets-Sheet 6 June 30, 1925. f 1,544,263

F. L.. MONTGOMERY UNA- RAIL SYSTEM 8 Sheets-Sheet 7 original Filed Feb. 9, 1921 8 Sheets-Sheet 8 l10o l 8 UNA-RAIL SYSTEM F. L. MONTGOMERY Original Filed Feb. 9, -1921 June 30, 1925.

Patented June so, 1925.

UNITED STATE FRANK L. MONTGOMERY, OF'ABUFFALO, NEW YORK.

UNA-mr. avermi.-

Applieatlon med February 9, 1921, Serial'N'o. 443,899. Renewed November 28, 182.4.

l To all whom t may concern resident of Buffalo, in the county of Erie and State of New York, have invented a new and luseful Improvement in Una-Rall Systems, of which the following is a speciication.

This invention relates to an improvement in a una-rail system in which the passen er car is supported and propelled by driving apparatus resting on a single line of traction rails and receiving its power ethrough a sin' gle line of current rails above and parallel to the traction rails.

@ne object or the invention is to mount the current rails of such a system above and parallel to the traction rails so that they are protected from moisture and the elements and are available at all times.

Another object oi the invention is to provide the traction rail or' such a system with shock absorbing supports including resilient meansand a wooden Stringer to reduce noise and vibration and thus increase the comfort of travel.

A further object of the invention is to provide a wheel truck assembly pivoted as a unit te turn in a horizontal plane, and having wheel trucks oscillatably mounted in the assembly.

A still further object of the invention is to provide Wheels comprising a stationary center, a tire ring mounted to rotate on said center and gear means for driving said rin Agnother object of the invention is to provide wheels comprising a stationary camlike center plate and a series of rollers linked together around said plate.

Another object of the invention is to provide a housing for the driving apparatus employed in such system which completely encioses such apparatus and protects it from the elements, and which has a 4flexible central section, a center top opening thru which trolley mechanism extends and an overhanging cap for said opening carried by said trolley mechanism. r Another object of the invention is to provide a una-rail system with trolley mechanism mounted to oscillate laterally of the driving apparatus and car and held yieldingly by suitable means in positive contact with the current rail under all conditions of operation.

Other objects of the invention will appear-from a consideration ofthe specification and of the drawings which form a part thereof and in which Fig. 1 is a side elevation partly in section of one embodiment of my invention;

Fig. 2 is atop view of the driving apparatus and car, the housing of the apparatus being shown in section;

Fig. 3 is a sectional plan view of the passenger-car;

Fior. 4 is a view of this invention showing the supports adapted to carry two cars, one of the cars and the driving apparatus ponnected therewith being shown in secion;

Fig. 5 is .a cross section taken on the line 5 5 of Fig. 1 of one of the hangers by which the-car is supported;

Fig. 6 is an enlarged section taken on the line 6 6 of Fig. 7 of the current rail and its supports;

Fig. 7 is aside elevation of the same mechanism;

Fig. 8 is a side elevation of the trolley mechanism, artly in section taken on the line 8-8 of ig. 4;

Fig. 9 is an end view of the trolley mechanism shown in Fig. 8;

Fig. 10 is a sectional plan view of the art of the trolley mechanism taken on the ine 10-10 of Fig. 9;

Fig. 11 is an enlarged detail view of a part ofthe trolley mechanism showing the Way in which the current is transmitted therefrom to the motor;

Fig. 12.is a sectional view of one of the pilot wheels;

Fig. 13 is a section taken on the line 13-13 of Fig. l12 showing one of the rollers;

Fig. 14lis an enlarged side elevation of a roller;

Fig. 15 is a side elevation partly in section of one of the driving wheels;

Fig. 16 is a front view of one of the driving wheels partly in section;

Fig. 17 is a sectional view of the traction rai gig. 18 is al sectional view of the king bolt; an

Fig. 19 is a side elevation of the king bolt. l Referring to the drawings, the reference character A designates the structure onv apparatus and car are which the drivin supported; the re erence character B repreloo vIl@

sents the drivino' apparatus and the reference character designates the car.

The supporting structure.

. and are composed of two members 27 and 28 each having a base flange 29, a web 30, and a rounded head 31. is provided a projection 32 which fits into a depression 33 in the member 28 so that the members act as a unit. Between the webs 30, 30 and the -heads 31, 31 is a space in which 'is mounted a tongue 34 carrying a head plate. 35 and resting upon a resilient member 36. The head p ate extends over the heads 31, 31 and is made substantially1 circular in cross section for a reason to be described later.

The tongue 34 is tapered and on each side is a' series. of longitudinal depressions 37. The portions 38 of the tongue, which -separatethe depressions, have line contacts with the sides of the members 27, 28. When the traction rail is assembled lubricant is forced into the space between the vmembers and thus fills the longitudinal depressions. Since the tongue 34 is tapered and has line contacts only with the members 27, 28 and since the depressions 37 are filled with lubricant; the plate 35 and tongue 34 will normally be raised by the/resilient member 36 and under the weight of the load will be depressed. y'Ihuspmuch ofthe shock normally transmitted to the rail structure will be Y absorbed together'with a large part ,of the noise and vibration. l

As shown particularly in Fig. 17 the rail 25 rests upon a wood strin er 39, which is protected from the weather y a metal sheet 40, completely covering its top and partly covering its sides, and which inl turn rests upon a longitudinal beam 41 rigidly secured i to the I-beam 26. The bottom of the members 27 and 28 is cut away as at 42 to receive a spring plate or other resilient'means 43. The resilient means' 43 andthe wood Stringer 39' cooperate with the member 36 not only to absorb shocks and vibration but also to eliminate the noise that is proven most objectionable in the operation of any The On the member 27` against the weather, is not entirely enclosed so that it can be compressed vertically to take up any blow. i

In addition to the rail plates 44 by which the Ibeam is strengthened and the rail is fixedl to the structure there is a plate 45 fixed to each i-rder 22 and secured b bolts 46 to the rall, which bolts act to hol the parts of the rail in the assembled position. This plate braces the rail against anylside strains that may arise due to the swaying of the ca in a wind or to the swinging of the driving apparatus while going around a curve.

Vertical slots 47, which' permit contraction and expansionof the rails, are rovided in the tongue 34 through which t e bolts 46A pass. The reciprocation of the tongue 34 described above is thus not absolutely prevented by the bolts 46 but thelength of its movement is limited.

Erected on the girders 22 are uprights 50, i

two sets being shown inthe drawing, which carry the upper cross girders 23, suitable braces 51 being provided to join rigidly the uprights and the girders. The cross beam 52 which extends between and stilfens the uprights 50 is also adapted to support cables or wires and the lightin means 53, thus eliminating the need for t e unsightly poles required by surface railroads operated by overhead transmission means.

Carried at each end of'the girders- 23 are I-beams 54 from which are suspended the current rails 55. Referringto Fig. 6 it will be notedthat the current rail 55, like the traction rail 25, has a rounded head. The rail 55 is preferably supported in a steel housing 56 ri idly secured along the I-beam 54, braces 57v eingprovided in the form of angle irons to rigidly hold the steel housing While this last is not essential it will be l' found desirable in order to increase the bar-- rier against the `leakage of current from the rail 55. The liningsand insulating blocks are rigidly clamped in position by means of a bolt 66 which extends completely through the housing, linings and blocks.

It will be noted that the current .rail isv lnounted above the traction rail so that it is engaged from below instead of at the side by a pilot truck 101 and a drive tru 102. The pilot trucks are located ahead of and behind the drive trucks which are arranged adjacent each other so that the driving. force is applied approximately above the center of the car regardless of its direction of travel. This has proven to be the most eficient way since the greatest load is there located under normal conditions. The bolster bars 100 are pivoted intermediate their ends to a top plate 103 which extends substantially from one end to the other of the driving apparatus. At the center of the top plate is provided an opening 104 (see Fig. 2) lthrough which the trolley mechanism carried by the top plate, operates as will be pointed out later.,

Rigidly carried by the bolster bars 100 throu h braces 105, or other suitable means, is the ousing 105 which'completely enclo'ses the driving apparatus except for the opening 107 above the opening 104, through which the trolley7 mechanism extends. The housing has at its center an accordion pleated section 108 which permits relative movement of the ends of the housing so that the bolster bars, by which the housing is carried, can pivot on the top plate independently of one another and'in order that the wheel assemblies can follow the line of the traction rail. This accordion pleated section 108 is at either side. of the .trolley mechanism and. is located between the two driving wheel trucks 102.

On the trolley mechanism, above the opening 107, is a cap 109 which overhangs the opening and prevents entry of moisture at any time. 'lhis cap is carried by the trolley mechanism which is supported by the top plate 103 and has no direct contact with the housing 106, so that the bending of the housing, permitted by the accordion pleated section', does not effect the function of the cap 109. The roar which the noise of the driving apparatus would set up in a closed bell-shaped housing is eliminated by the provisions of the opening 107 and the cap which covers without engaging it.

The pilot trucks 101 comprise the frame Work 110 on which is rigidly supported the pilot wheels 111. These wheels, two ,in number. bear at all times upon the traction rail and are shown in detail in-Figs 12, 13 and 14. Rigidly fixed on the axle 112 is a camlike plate 113, the outer edge 114 of which is cylindrical and similar to the head of the rail 25 and which acts as a track for a purpose to be described below. Around lthel cam-like plate 113 isprovided a` series of rollers 115 joined bv links 116 and so held that each roller bears against the edge 114 of the plate at all times. The individual rollers are rigidly carried upon a shaft 117 and as shown in Fig. 13 are made up in three parts, the outer collar or tire 118, preferably of steel, the inner collar 119, also preferably of steel which is secured to the shaft 117, and, between the collars 118 md 119 a libre collar 120. The chief function of this collar 120 is to deaden the noise and to absorb shocks that might otherwise. be transmitted'to the shaft and bearings. The collar 120 as indicated in the drawings also has insulating properties to protect the shaft bearings, if it should prove advisable to use the traction rails to complete the electric circuit. Bolted to the plate 113 are side plates 121 having annular grooves 122 into which, as shown in Fig. 13, project the ends of the shafts 117. The lower side of the cam-like plate 113 is flat, as shown in Fig. 12, so that there are two rollers 115 in contact at. all times with the traction rail, V

thus providing a firmer support for the truck and insuring more adhesionA to the rail than would be possible) if only a single wheel or roller were used. i

The rail contacting surface 118' of the steel tire 118 is curved toconform exactly with the round head of the rail 25 and the edge 114. Thus the tire bears on 'the rail in the same manner when the apparatus tips openings 123 through which the shafts 117 project and in these openings are provided anti-friction devices 124 which support the ends of the shafts. As shown in Fig. 13 these devices comprise ball 'bearings 125 which run in grooves 126 in the ends of the shafts and in similar grooves in the collars 12-7 mounted in the openings 123 of the links. The drawingsshow an uneven num- 'ber of rollers 115 and it is obviously necessary, therefore, that the links of one set should be bent so that they form the outer links on one roller and the inner links on the adjacent roller. The load is transmitted to the shafts 117 through the springs 127 which also act to allow for any unevenness which may occur.

Each drive truck 102 carries in addition to the drive wheels 128, a motor 129 which is mounted between the drive wheels and is suitably geared thereto. The drive wheels 128 are mounted on shafts 130 and each comprises' an annular rim 131` which rates about a ring 132 keyed or otherwise rlgidly secured tothe shaft. The ring 132 comprises the steel collar 133 which is fixed to the shaft, a steel collar 134 and anintermediate fibre collar 135, which has the same functions as the collar 120 set forth above. The rim 131 has a steel face or tire 136 which engages the traction rail 25 and within which is' mounted a race cooperating with a. race provided in the collar 134 for the ball bearings 137. Therail contacting surface 136 of the steel tire 136 is curved to conform with the round head of the traction railI 25 as is the corresponding surface 118 of the tire 118 and functions* therefore in the same way. Flanges 1362 for the tire vdo not normally touch the traction rail but in case of accident they prevent derailing of the car and since they project at each side of the rail they will break up any ice or snow lying across the rail. Flange rings 138, pinned to the tire;y project beyond and protect the ball race lwhich may be lubricated by any suitable\means. In Fig. 16 this lubricating means comprises a grease 4cup 139 from which lubricant is fed through a pipe 140 to the race. Rigidly secured to the side of the tire 136 is one end of a ring 141 at the other end of which is carried a gear wheel 142,: The gear wheels 142 are driven fromm-gear wheel 143 on the motor conical openings 151 through the lower of v -cal head 148.

bar 100 are blocks 149, four in number, so formed that when properly assembled they provide a socket 150 forthe spherical head 148 and leading from the top and bottom of the socket are diametrically opposed which the boss 147 of the plate 146 extends. Rigidly secured to the bolster bar 100 around theupper conical opening 151 is a -fianged ring 152, the flange 153 of which is covered by a threaded cap 154 which can p be easily; removed to permit lubrication of the. moving parts of the bolt.

As shown in Fig. 18 the bolster bar 100 is made up of channeled bars 155 to which are riveted or otherwise rigidly secured, top and bottom plates 156. The u per and lower blocks'149 of'each set are xed in-position by vertical bolts 157 connecting the top and Mounted within the bolster A the rod 177 is mountedl the for bottom, plates 156 and passing'through vertical holes 158 in the blocks. These bolts also clamp the flanged ring 153 in place on the top plate. The holes l158 are larger than the bolts 157 so that the blocks 149 `can be adjusted laterally, should the occasion arise, by the pins 159 which are threaded through the bars 155 and to bear against the blocks. Lock nuts 160 are provided to hold the pins in the desired posltion.

The plate 146 is held on the truck frame by bolts 161, the heads of which are located in recesses 162 of the plate below and in line with the bolts 157. lThe springs 163 f -which seat in these recesses and which surmuch as the head of the traction rail is. round and the contact of the wheels with .1t is always along a curved line the loss of power is reduced to a minimum in any relation of the trucks to the track.

The trolley mechanism 165 is mounted in a frame work 166 which is securedto and depends from the plate 103 at the opening 104 mentioned above. As shown in Figs. 8, 9 and 10 this frame work -166 is made u of four angle plates 167 which are rivet to the plate 103, and to the lower ends of which are fixed side-plates 168 which completely enclose the lower ends of the frame. Mounted in the twoy transverse plates 168 is an axle 169 on which the trolleymechanism is carried. The axle extends, through opposed circular apertures 170 in the plates 168 one-` of which is shown l in Fig. 11. Fixed in each of the apertures 17 0 is a ring 171 made of insulating material and carrying a flanged sleeve 172 throu h-which the p axle 169 extends* The sleeve 1 2 is clamped against the ring 171 by the flange 173 and nuts 174.` Fixed at the middle of the axle 169 is a dash pot 175 and at the ends ofthe axle inside the frame work is fixed the sugport .176 through which extends a rod 17 The enlarged lower end .178 of the rod 177 is provided vwith packing rings and forms the piston for the dash ot. Al suitable cover plate 179 through w ich the rod 177 asses is bolted to the dash pot 175 to hold At the upper end of ed support 180 for the trolley wheel 181. This trolley wheel is similar. in construction to the pilot wheel which has been described above the rod 177 in place.

andthe same reference characters will therefore be applied to the parts of the trolley wheel. Instead, however, of the single isov spring 127 used with the pilot wheels there are in the journal boxes a plurality` of springs 182, above and below thev axle, so that the latter is normally held in the midway position shown in Fig. 8. Moreover, the tlat portion of the plates 121, which is adjacent and parallel to the rail enOaged is, of course, at the top and projects within the housing 56.

A. spring 183 surrounding the rod 177 `and bearing against the top of the support 172 and against the bottom of the support 180 tends to hold the trolley wheel at all times in contact with the current rail 55. Into the dash pot 175 compressed air is forced through thel pipe 184 which is controlled from the passenger car. It will thus be noted that while under ordinary conditions the trolley wheel is held against the current rail by air pressure, the spring 183 will act to hold the wheel in place if the air pressure should not be available at any time.

By providing two rollers 115 in contact atall times with the current rail, it is obvious that the danger of arcing will be reduced to a minimum.

The axle 169 being mounted to turn freely in its support, the trolley mechanism can, ol' course, swing from side to side so that any inaccuracies that may be present in the line ot' the current rail are taken up and also so that the trolley contacts with the current rail on a curve as well as while on a straight track. The trolley mechanism is normally held in the upright position shown in Fig. 9 by springs 185 provided at opposite sides of the dash pot 1 75, the outer end ot'` such springs bearing against suitable blocks 186 which are fixed to the center of the side plates 168. The springs 185 counteract each other and normally hold the trolley mechanism upright. But, however, since these springs are directly opposed the trolley mechanism is kept in Contact with the current rail regardless of its relation to the driving apparatus. In connection with this function attention is called to the fact that the trolley mechanism is constantly under tension either of compressed air thru the dash pot 175 or of the spring 183 so that the distance of the current rail from the apparatus has no effect upon the wheel contact.

The current from the rail is transmitted through the rollers 115, the plate 113 and the shaft 112 to the forked support 180 and thence through the supports 17 6 to the axle 169. At each end of the axle 169 which is insulated from the frame work by the rin 171 are fixed plugs 187 carrying the ca les 188 by which the current is transmitted to the motor 129 and the control mechanism in the car. In order to prevent any short circuit that might result if the trolley mechanism, while swinging with by which the, mechanism may beinspected on repaired should the occasion arise at any tune.

Tite oar.

The car 200 preferably used in this sys-l tem, is, as shown inthe drawings, cylindrical in form having tapered ends 201. .It has vbeen found that a car of this contour oders the least resistance to movementA through the air and at the same time afords the maximum capacity for passengers. In the upper part of the car is provided an air compartment 202 for compressed air tanks and thru this compartment the control wires and air tubes pass. 4In the `bottom of the car is a compartment 203 in which are provided water andi wastage tanks and also tanks for compressed air by which the water is supplied to and the wastage removed from the lavatory sections. At the -front and rear of the car are the operating compartments 205 which are provided with suitable control mechanism 206 by which the driving apparatus is controlled. Since this mechanism forms no part of the presen-t invention it is not shown. and will notbe described in de tail. At the center of the oar are rovided seats 207 and sliding doors 208. T e drawings show only two such doors both .on the inner side of the car with the idea that island platforms only are to be used. Obviously, owever, doors may be provided at both sides and in fact the entire arran ment of the interior 'of the ear may be c anged if preferred. v i

The car 200 is supported from the driving apparatus by means of hangers 210 which are rigidly fixed at each end of the top plates 103. The hanger 210 comprises plates 211 which are fastened at each side of the plate 103, sulhcient space being allowed be-v tween the plates so that the bolster bars can move relatively to the plate 103, and

which extends down between the pilot trucks 101 and the drive trucks, 102. To the lower ends of each pair of plates 211 is secured one end of a U shaped bar 212 shown in sect-ion in Fig. 5. The bar 212 consists of an I-beam 213 strengthened on one side between the flanges a. plate 214 held in place by bolts 215. 0n the other side is bolted a channeled plate 216 which protects -the electric cable 188- and the compressed air pipe 184. In 'addition to the I-beam 213 and 4its stiffening bar 214 there is also provided bars, chains or cables 217 at each end of the beam. A housing 218 tapered .at reach end encloses ythese parts, being suitheld in place by bolts or other means' ably 219. The lower ends of the hangers 211 A are rigidly fixed in the compartment 202 b any suitable means (not shown) above eac end of the center compartment. INot only,

` remain practically upright while making curves and moreover since the driving apparatus is housed the tendency of a high wind to sway the car laterally will le counlteractedv by the force of the wind against the housing. In order to reduce airV resistance as much as possible the housing for the driving apparatus and for the han er are tapered or stream lined like the car Whiley one embodiment only of this invention has been shown andi described it is ob` 4vious that others can be made without departing from the spirit and scope of my invention Vas set forth in the following claims.

Having thus set forth my invention that which I claim is new and for which I desire the protection of Letters Patent of the United States is the following: p

1. In a una-rail system, a supporting structure, a traction rail carried thereby, a current rail suspended fromsaid structure above and parallel to said traction rail, drivtrucks are in apparatus supported on said traction rai below said current rail, said ap aratus comprising a truck carrying plura ity of driving wheels, a truck carrying a plurality of pilot Wheels, a bolster bar to which said ivoted, a trolley yieldingly held against sai current rail,'and a motor carried upon said driving wheel truck connected to said trolley, and a car suspended from said apparatus below said traction rails.

2. In a una-rail system, a supporting structure, a traction rail carried thereby, a current rail suspended from said structure above and parallel "to said traction raill, driving'ay paratus supported on said traction rail elow said current rail, said apparatus comprising a truck carrying plurality of drivin wheels, a truck carrying a lurality of pilot wheels, a bolster barto w ich said trucks are pivoted, a trolley yieldingly heldy a aiii'st said current rail,

' and a motor carrie u on said driving wheel truck connected to sai trolley, hangers fixed plate, bolster bars pivoted to said top plate,

driving trucks and pilot trucks pivotally mounted in said bolster bars to support said and motors mounted upon said drive trucks, and a'car suspended from said top plate below said traction rail.

4. In` al una-rail system, a supporting structure, a traction rail carried thereby, a current rail suspended from said structure, above and parallel to said traction rail, driving apparatus supported on said traction rail, said apparatus comprising a top plate, bolster bars pivoted to said top plate, driving trucks and pilot trucks pivotally mounted in said bolster bars to support said bars and `plate, a trolley suspended from said plate'` and engaging said current rail and motors mounted upon said drive trucks, hangers rigidly secured to said top plate, and a car rigidly fixed to said hangers and suspended thereby below said traction rail.

5. In a una-rail system, 'a supporting structure, a traction rail carried thereby, a current rail suspended from said structure,

-pende thereby. below said traction rail motor control mechanism in said car and connections between said motor and said control mechanism passing'through one of said hangers. l

In witness whereof, I affix my signature.

FRANK L. MONTGOMERY.

bars and plate, a trolley suspended from said plateand engaging said current rail above and parallel to said traction rail, driv-V 

